Concrete railway-tie.



A. STARK.

GONGRETE RAILWAY .TIE. APPLIOATION PILED MAY 10, 1909.

' Patented Mar. 26, 1912;

2 BEEETB-SHEET 1.

WTNfSSES:

COLUMBIA PMNOGRAFH co.. WASHINGTDN, D; c.

.ANDREW STARK, OF CHICAGO, ILLINOIS.

CO'NCRETE RAILWAY-TIE.

specification of Letters Patent.

Patented lum-;26, 1912.

Application filed May 10, 1909. Serial No. 495,076.

To all whom' it may concm:

Be it knownithat I, ANDREW STARK, a citizen of the United States, residing at Chicago, in the County of Cook and State of Illinois, have invented new and useful Improvements in Concrete Railway-Ties, of which the following is a specification, reference being had to the drawings forming a part thereof.

The purpose of this invention is to provide an improved concrete tie for railway tracks adapted to have greater strength and reliability for the purposes of such a tie than has hitherto been obtained in concrete ties, and having also means for securing the rail adapted to permit adjustment of the same without injury to or change of position of the tie.

It consists in the elements and features of Construction shown and described as indicated inthe claims. 4

In the drawings:-Figure 1' is a top plan view of one end portion of a tie embodying this invention with a portion of the rail thereon secured by one form of securing device. Fig. 2 is a similar view showing a different securing device. Fig. 3 is a longitudinal vertical section at the line 3-3 on Fig. 1. 'Fig. 4 is a transverse vertical section at the line 4-4: on Fig. 2. Fig. 5 is a perspective View of the metal reinforcement of the tie, the concrete outlines being shown in dotted line. Fig. 6 is a transverse vertical section at the line 6-6 on Fig. 1. Fig. 7 is a detail section at the line 7-7 on Fig. 2. Fig. 8 is a View similar to Fig. 7 showing a modification combining certain elements employed separately in the structure as shown in Figs. 6 and 7. Fig. 9 is a detail side ele vation of a rail seating plate and transverse section of a portion of the rail lodged thereon. Figs. 10, l l and 12 are side elevati ons of rail-seating plates constituting a series for interchange.

The concrete tie, A, shown in the draw oings, is formed with a broad base, A

throughout the entire length,` the tie being reduced in width at the upper part by deep longitudinal rabbets, A A at the opposite sides, resulting in horizontal or sloping shoulders, a fianking the middle rib, A At points in the length of the tie corresponding to the positions of the 'rails in the form shown in Fig. 2, which is the preferred -form, there are provided tablets or seat's, A one at each side of the middle rib under the position of each rail eXtending up from the flange shoulders, a andupon said tablets there are lodged wooden rail-seating blocks, C, C, which lare bound against the opposite sides of 'the rib, A by bolts, D,

which are embedded in the concrete tiein molding the same, having both ends threaded, prot-ruding from the opposite sides 'of the rib to receive the blocks, C, said blocks, C, being suitably bored to accommodate the bolts and being bound against the opposite sides ofthe ribs by the nuts, D on the ends of the bolts. 'These blocks eXtend higher than the top of the rib, A so that the rails seated on them and secured to them by the spikes, E, do not rest upon the concrete of the tie but are cushioned by lodgment on the wooden blocks. These wooden blocks have their grain extending lengthwise. The spikes, E', which are preferably,-though not necessarily screw spikes,-the blocks being in that case bored through to receive them,-are preferably substantially or nearly as long as the vertical dimension or depth of the blocks'. The bolts, D, being positioned preferably out of line horizontally, but at equal short distances from the middle of .the vertical width of the blocks and intermediate the ends of the blocks and the position of the rail thereon, reinforce the blocks againstthetendency of the spikes to split them; and on the other hand, the spikes extending in direction crosswise of the bolts and' past then above 'and below, reinforce zontally.` That is to say, the bolts and spikes reinforce the blocks each against the splitting tendeney of the other. The two horizontal holes through each block for the bolts, D, are positioned with respect to the two vertical holes for the spikes so thatthe bolt hole and spike hole at one side of the rail are nearer together than the bolt hole and spike hole at the other side of the rail by some small amount, as one-eighth of an inch. The purpose of this is that the rail may be adjusted to compensate for wear and maintain the proper s pacing of the tworails', (or that both rails may be adjusted to Shift the track bodily oneway or the other) by re versing the blocks, end for end, such reversal resulting in shifting the rail twice the amount of the difference in spacing men tioned so that by oppositely adjusting both rails their spacing may be altered to the eX- tent of half an inch. By providing a series of interchangeable blocks in which the spacing of the bolt holes from the spike holes is different, the track may be shifted bodily; that is, by movement of both rails equally in either direction, no other change than the substitution of differently bored blocks being necessary, the blocks which are renoved being in no respect mutilated or injured for further service by such removal and substitution, but being still available for positions for which the spacing of said holes is suitable.

In lieu of the wooden block described, if it is not desired to obtain the cushioning efect of such block, metal-securing plates may be employed for attaching the rail to the tie, such metal plates being of the forms shown in Figs. 1 and 6, two plates being provided for each rail, each plate, G comprising a vertical flange, G and a horizontal flange, G at right angles to each other,

and adapted to clasp the corner of the rib, A the horizontal fiange forming the seat for the rail and the vertical flange bearing against the side of the rib and having an aperture for a bolt by which it is bound to the said rib. The horizontal fiange has a refieXed lip, g which engages the outer base fiange of the rail. Two such plates similarly formed and oppositely placed to embrace the opposite corners of the rib, A engage by their respective refiexed lips, g the opposite base fianges of the rail and so position the latter accurately when the plates are bound in position on the rib by bolts, H, taking through the bolt holes, 9 provided to receive them. These bolts, it will be understood, are embedded in the concrete in the Construction of the tie, having the opposite endsprotruding and threadecl to receive the nuts by which the plates are bound in position. To adapt these plates for adjustment to correct the spacing of the rails or to move them both alike for shifting the track bodily in rectifying its alinement, the bolt holes are positioned at different dis tances from the edge having the lip, g or, more correctly speaking, from the inner fold of said lip by which the base fiange of the rail is positioned, the difference being, for example, one-eighth of an inch; and transposition of the plates from one side to the other of the rib, A results in shifting the rail one-fourth of an inch; and by pro- Viding a series of plates in which the bolt holes are different-ly positioned with respect to the lip, g substitution of plates having the holes differently positioned efiects shifting of the rail; and like substitution being made on both rails, both may be shifted ,equally in either direction for adjusting the track bodily. F igs.. 10, 11 and 12 represent a series of such plates adapted for substitution for each other for this purpose.

By combining in one Construction both the wooden blocks, C, and the metal plates, Gr, the advantages of both may be obtained at the same time. Such Construction is shown in Figs. 7 and S, in which the form and positioning of the wooden blocks is precisely the same as shown in Figs. 2, 3 and 4:, except that the bolts, D, and the holes for them in the blocks, C, are in the same horizontal plane instead of being vertically offset from each other, as in the first form. The plates, G, when employed in conjunction with the wooden blocks have spike apertures, 9 in proper position to admit spikes alongside the base fiange and to engage the spike apertures in the block, C. In this Construction, it will be observed that the plates, Gr, are doubly held in position; that is, both by the bolts, D, and the spikes, E, but the spikes will primarily hold the plates down, because it is desirable to slight-ly elongate vertically the bolt holes, 9 in order that when the wooden blocks, C, shrink or become compressed in service the horizontal fiange, G `of the plate may not be thereby left out of contact with the upper surface, but may follow the shrinking block down, remaining always in lodgment upon it while being at the same time held tightly by the nuts on the ends of the bolts, E, but not so but that with the passage of trains over the track it will be constantly forced down on to the top of the shrinking block.

The metal reinforcement of the tie illustrated and above described preferably consists of iron or steel rods for reinforcing the base flanges, A of the tie, that is, the portions whose upper faces constitute the shoulders, and a single straight rod, K, is provided eXtending longitudinally in each flange. The reinforcement of the middle higher portion comprising the rib, A consists of two rods which are symmetrically disposed with respect to each other, the course of each being as follows; commencing at or near one end of the tie in the horizontal plane of the two longitudinal reinforcing rods, K, K, an intermediate reinforcing rod, L, extends parallel with the rods, K, to a point inward from the vertical plane of the rail lodged on that end of the tie, then obliquely upward at an angle of about 45 degrees to a level within a short distance,- half an inch to an inch,-of the upper surface of the tie, thence longitudinally maintaining such short distance from said upper surface, which is such as to cause it to pass above the bolts, D, D, around the outermost of which it is folded returning under both bolts, being deflected laterally in its course around the bolts, and thence upwardly to the original upper level so that it extends parallel with its last preceding longitudinal course back toward the other end to a point alongside the top of the oblique slope mentioned, and thence 'down obliquely parallel to said oblque slope to the horizontal plane of the reinforcing rods, K, and thence parallel with said rods alongside its other end, so that the two ends 'of this rod lie along side each other intermediate the end portions of the two rods, K, K. This construction, it will be observed, results in four parallel runs of rod near the upper side of the rib, Afiintermediatethe rails, two parallel oblique portions eXtending ,fromfnear the upper surface to near the lower surface of the tie just inside the position of the rails, and four parallel portions near the lower surface of the tie at the outer end portions thereof underneath the rails. Bearing in mind that the concrete molded about such reinforcement constitutes a vertical element of resist-ing `pressure tending to force the upper elements of reinforcement toward the lower, it will be seen that there is here formed a completely trussed structure adapted to resist breaking from any pressure applied to the rails, whether the tie be better supported at the middle or at the ends, it

\ being understood that only in case of unequal support at different portions of the y length of the tie is there any occasion for special provision against breaking; that is, only directly longitudinal elements for tensile strength would be required; and it will be seen that independently of the arrangements of the reinforceing elements for trussing, such tensile strength is provided by the longitudinally extending reinforcing rods, especiallyin View of the fact that they are looped about the transverse bolts, D, under the rails respectively, and connected with them by the plates or blocks on which the rails are seated.

In order to reinforce the tie against any tendency to longitudinal splitting, which might result from special conditions to which it might be exposed in service, itis preferable to add to the reinforcement above described, transverse metal bars, M, M

which are preferably lodged on the horizontal longitudinally extending portions of the bars, K and L, substantially in the verticalplane or zone of the rails. These bars reinforce the fianges against the Stress which might split the tie longitudinally, and the bolts, D, perform a similar function at the upper part of the rib in addition to the function of holding the rail-seating blocks and' plates as already described.

I claim:-

1. In a concrete railway tie of inverted T-shape in cross section, in combination with the concrete formed integrally with rods embedded in said horizontal member below said ledges.

2. In. a concrete railway tie of inverted T-shape in cross sectionyin combination with the concrete formedintegrally with bosses in the angle between the vertical and horizontal members at both sides of the vertical member at the rail crossings, said bosses having their upper faces lower than the top of the vertical element and aifording seats for rail-supporting blocks; such rail-supporting blocks lodged on said ledges; bolts securing the blocks in position extending through the vertical member of the T, and transversely eXtending reinforcing rods embedded in said horizontal member below the ledges.

3. A concrete railway tie of inverted T- shape in cross section, comprising in combination with the concrete formed integrally with bosses in the angle between the vertical and horizontal members at both sides of the vertical member at the rail crossing, such bosses forming at their upper sides ledges lower than the top of the vertical member; rail-supporting blocks lodged on said ledges at opposite sides of the vertical member, and extending higher than the top of said member; bolts securing the blocls in position eXtending through the vertical member of the T; transversely extending reinforcing rods embedded in said horizontal member below such ledges, and longitudinally eXtending reinforcement embedded in said member above the bolts.

4. A railway tie comprising, in combination with a concrete body formed with a middle longitudinal upwardly projecting rib and laterally situated ledges, woodcn rail-supporting blocks lodged upon such ledges and eXtending higher than the top of said rib; metal rail-seating angle plates embracing respectively the outer upper cor-* ners of opposite blocks, and bolts engaging the vertical flanges of such angle plates and the blocks and binding the plates against the blocks and the blocks against the opposite sides of the rib.

5. A railway tie comprising a concrete seating angle plates having each a horizontal and a vertical fiange, the horizontal fiange having at one side a refiexed lip for engaging the base flange of the rail; horizontal bolts embedded transversely in the concrete body and protruding at opposite sides, the vertical fianges of the rail-seating plates being apertured for passing respectively onto the opposite ends of said bolts, and means for binding the plates on the bolts at the opposite sdes of the concrete body.

6. A railway tie comprising, in combinat-ion with a concrete body having a longitudinal vertical middle rib and horizontal ledges at opposite sides of the rib at the rail crossings, wooden rail-supporting blocks lodged upon such ledges; bolts embedded transversely in said rib and protruding at opposite sides thereof through the wooden blocks; metal rail-seating angle plates lodged upon the upper opposite corners of the two blocks at each rail crossing, such plates having their horizontal fianges provided each with an inwardly refiexed lip for engaging the base flange of the rail, and nuts binding the vertical flanges of said plates against the blocks 'and the blocks against the concrete rib.

7. A railway tie comprising a concrete body having a longitudinal medial rib at the upper side, and ledges at opposite sides of said rib at the rail crossings respectively, in combination with rail-supporting elements lodged on said ledges; transverse bolts embedded in the concrete rib projecting at opposite sides thereof through such railseating elements, and nuts on the bolts for binding said elements against the rib, said rail-supporting elements having vertical apertures for rail-securing spkes positioned to admit the spikes close to the opposte edges of the base fiange of the rail, said apertures being differently positioned with respect to the horizontal bolt holes at the 'same respective sides of the rail.

8. A railway tie comprising a concrete body having a longitudinal medial upstanding rib, two transversely extending bolts embedded in, such rib protruding from the opposite sides thereof proximate to each aii crossing; rail-supporting elements having features which position the lateral edges ot' the rail base fiange thereon, and having apertures for passing such rail-seating elements onto said protruding bolts, said bolt apertures for the two bolts respectively being differently positioned with 'respect to the rail-positioning features nearest them respectively.

9. In combination with a concrete railway tie having embedded in it two horizontal bolts extending transversely and protruding at opposite sides; rail-seating angle plates having their horizontal fianges adapted for lodgment of the rails thereon and their vertical fianges tor engagement to secure them to the concrete element, the horizontal fianges being provided with features for laterally positioning the rails, and the Vertical elements having apertures for engaging the bolts respectively, such angle plates being formed in sets or series interchangeable with each other, the several plates of each series having the respective bolt holes and rail-positioning features differently spaced from each other in the direction transverse to the rail.

10. A concrete railway tie having metal reinforcements consisting of metal bars, each reflexed upon itself or lapped to form two plies or members, such bars being positionecl in the concrete with their two plies running from the told alternating with each other in the upper part of the tie between the vertical planes of the rails for a distance less than'the distance between said planes, and thence deflected downward toward the opposite ends respectively to near the bottom of the tie, and thence outward longitudin-ally substantially horizontally in the base of the tie, the loops of said bars being extended substantially horizontally in the upper part of the tie beyond the points of defiection of the bars downward, and transverse bolts or bars embedded in the tie embraced by the loops respectively.

ll. A concrete ralway tie formed with a relatively broad case and a medial upstanding longitudinal rib from which the broad base projects as opposite lateral flanges, such tie having metal reinforcement bars extending longitudinally in the base from near the ends toward the middle, obliquely from near the base to near the top between the vertical planes of the rails, and horizontally longitudinally near the top of the rib, other reinforcement bars extending longitudinally in the base fianges respectively substantially 'at the plane of the first-mentioned portions of the first-mentioned bars; transverse rein- 'orcement bars extending across the lastmentioned longitudinal bars and the longitudinal portons of the first-mentioned bars, and other transverse reinforcement bars embedded in the rib near the upper part thereof proximate to the vertical planes of the rails. e

12. A concrete railway tie of inverted T- form in transverse vertical section, having longitudinally extending reinforcements in the horizontal member under the rail crossings, upper longitudinal reinforcements in the vertical member intermediate the rail crossings, obliquely eXtending reinforcements connecting said upper and lower reinforcements intermediate the rail crossings, and transverse reinforcements under the rail crossings in said horizontal portion above the longitudinal reinforcements therein.

13. In a concrete railway tie of inverted T-shape in cross section, in combination with the concrete, metal reinforcing rods extending longitudinally in the concrete in the vertical and horizontal members of the T, the concrete being formed integrally with bosses in the angle between the Vertical and horizontal members at both sides of the Vertical member at the rail crossings, such bosses forming at their upper ende leclges lower than the top of the Vertical member; rail-supporting blocks lodgecl on said leclges at opposite sides of the Vertical member and extending higher than the top of said member, and transversely extending reinforcing rods embedded in said horizontal member below sai'cl ledges.

14. In a concrete railway tie of invertecl T-shape in cross section, in combination .i with the concrete metal reinforcing rods eX- tending longitudinally in the Vertical and horizontal members of the T, the concrete element being formed integrally with bosses in the angle between the 'Vertical and horizontal members at both sides of the vertical member at the rail crossings, such bosses having their upper faces lower than the top of the Vertical element and aii'ording seats for rail-supporting blocks, such rail-supporting blocks lodged on such ledges eX- tencling higher than the top of the intervening Vertical member, and bolts securing the blocks in position eXtending through the Vertical member of the T. I

15. In a concrete railway tie of inverted T-shape in cross section, in combination with the concrete, metal reinforcng rocls eX- tending longitudinally in the upper and lower members of the T, the concrete being formecl with upwardly facing ledges at opposite sides of the Vertical member afiording 'seats for rail-supporting blocks; blocks lodgecl on such seats, and bolts securing the blocks in position eXtending through the Vertical member of the T in proximity to the longitudinal metal reinforcing rods thei-ein, said rools being looped about the bolts to resist the outward thrust of the rail on the blocks. J

In testimony whereof, I have ,hereunto set my hand, in the presence of two witnesses, at Chicago, Illinois, this 6th day of May,

A. D. 1909. ANDREVV STARK.

In the presence of M. GERTRUDE ADY, J ULIA S. ABBOTT.

copies of this patent may be obtained for five cents each, by addressng the Gommissioner of Patents, Washington, D. C. 

